as a demonstrator until 1956 when it was sold to Stark's Motor Services, Dunbar. Many later Tiger Cubs were rebodied, generally after accident damage, but occasionally when a coach operator wanted a more up to date appearance. The last such rebodying was done for Western Welsh by Willowbrook in 1971. Production options The initial production model was type PSUC1/1T, with the two-speed axle as standard. Omission of this was a no-cost option, in which case the T-suffix was omitted. In 1953 two variants emerged. For coaching duties type PSUC1/2T had a dropped-frame extension at the rear for a luggage boot and a higher-ratio rear axle for a higher road speed. Among the first customers were Scout of Preston, an independent coach operator who competed with Ribble on Lancashire to London express services. They had the first five Duple Elizabethan-bodied coaches in early 1954. In 1952 Leyland had bought into Self-Changing Gears. This company owned the patents for the preselective type of epicyclic gearbox which Leyland had fitted to the RTL and RTW Titans it sold to London Transport. It was working on a new type of direct-acting epicyclic gearbox at the time of the Leyland takeover. Leyland announced this product in 1953 as the Pneumocyclic; the first two demonstrators were a Titan and a Tiger Cub. The Tiger Cub was demonstrated to London Transport during 1953/54 alongside an AEC Monocoach and a Bristol LS6G. This version of chassis had a four speed transmission with direct-air pedestal shift and entered production as type PSUC1/3 from 1955. Also in that year two versions for wide coachwork were announced; these differed from the previous types in having narrower axles. These were type PSUC1/4 with Pneumocyclic gearbox and PSUC1/5 with constant mesh. Two revisions to specification which were not accompanied by a change in specification number were from 1957 when an Albion five-speed constant-mesh gearbox became an option for manual-transmission chassis and from 1958 when the 105bhp 6.15 litre O375H engine became optional across the range. Although conceived for the home market, export versions were soon introduced, these were the OPSUC1, with heavier duty tyres and suspension, and the LOPSUC1, which also had left hand drive, suffixes and options as for home market models. In 1962 the power unit became the 125 bhp 6.75-litre O400H and the type codes were revised, to PSUC1/11, PSUC1/12T and PSUC1/13. These were respectively manual bus, manual coach and